Urban eddy covariance measurements reveal significant missing NOx emissions in Central Europe

Evidence of Heating-Dominated Urban NOx Emissions

Road transport NOx emissions in many high-income countries have steadily reduced due to improved exhaust after-treatment technology. However, ambient concentrations of NO2, O3 and PM2.5 continue to exceed World Health Organization guidelines in many cities globally. The megacity of London has taken an international lead in mobility interventions through the use of low-emission zones. Using long-term air pollution flux measurements made from a communications tower, we show that the largest source of NOx emissions in central London has transitioned from road transport to space heating. Observations and supporting consumption/mobility data indicated that natural gas combustion in boilers was responsible for 72 ± 17% of NOx emissions in the measurement footprint (average years 2021-2023). Road transport has dominated air quality thinking on NO2 for many decades. However, in urban environments that are reliant on natural gas, building heating may now be an effective sector to prioritize for further NOx emissions intervention. With system-wide changes in the heat and power sector expected in the coming decades to achieve decarbonisation pledges, we project that very low urban emissions of NOx are achievable. The trajectory will, however, depend on choices made around urban buildings and their associated infrastructure and whether low-carbon fuel combustion or electrification pathways are chosen. We estimate a damage cost penalty of up to £600 M in the U.K. should hydrogen combustion replace natural gas for heating rather than technologies such as heat pumps.

High urban NOx triggers a substantial chemical downward flux of ozone

Nitrogen oxides (NOx) play a central role in catalyzing tropospheric ozone formation. Nitrogen dioxide (NO2) has recently reemerged as a key target for air pollution control measures, and observational evidence points toward a limited understanding of ozone in high-NOx environments. A complete understanding of the mechanisms controlling the rapid atmospheric cycling between ozone (O3)-nitric oxide (NO)-NO2 in high-NOx regimes at the surface is therefore paramount but remains challenging because of competing dynamical and chemical effects. Here, we present long-term eddy covariance measurements of O3, NO, and NO2, over an urban area, that allow disentangling important physical and chemical processes. When generalized, our findings suggest that the depositional O3 flux near the surface in urban environments is negligible compared to the flux caused by chemical conversion of O3. This leads to an underestimation of the Leighton ratio and is a key process for modulating urban NO2 mixing ratios. As a consequence, primary NO2 emissions have been significantly overestimated.

Evaluating a Novel Gas Sensor for Ambient Monitoring in Automated Life Science Laboratories

Air pollution and leakages of hazardous and toxic gases and chemicals are among the dangers that frequently occur at automated chemical and life science laboratories. This type of accident needs to be processed as soon as possible to avoid the harmful side effects that can happen when a human is exposed. Nitrogen oxides and volatile organic compounds are among the most prominent indoor air pollutants, which greatly affect the lifestyles in these places. In this study, a commercial MOX gas sensor, SGP41, was embedded in an IoT environmental sensor node for hazardous gas detection and alarm. The sensor can detect several parameters, including nitrogen oxide index (NOx-Index) and volatile organic compound index (VOC-Index). Several tests were conducted to detect the leakage of nitrogen oxides and volatile organic compounds in different concentrations and volumes, as well as from different leakage distances, to measure the effect of these factors on the response speed and recovery time of the sensors used. These factors were also compared between the different sensors built into the sensor node to give a comprehensive picture of the system used. The system testing results revealed that the SGP41 sensor is capable of implementing the design purposes for the target parameters, can detect a small NO₂ gas leakage starting from 0.3% volume, and can detect all the tested VOC solvents ≥ 100 µL.

Tropospheric and Surface Nitrogen Dioxide Changes in the Greater Toronto Area during the First Two Years of the COVID-19 Pandemic

We present tropospheric nitrogen dioxide (NO2) changes observed by the Canadian Pandora measurement program in the Greater Toronto Area (GTA), Canada, and compare the results with surface NO2 concentrations measured via in situ instruments to assess the local emission changes during the first two years of the COVID-19 pandemic. In the City of Toronto, the first lockdown period started on 15 March 2020, and continued until 24 June 2020. ECMWF Reanalysis v5 (ERA-5) wind information was used to facilitate the data analysis and reveal detailed local emission changes from different areas of the City of Toronto. Evaluating seven years of Pandora observations, a clear NO2 reduction was found, especially from the more polluted downtown Toronto and airport areas (e.g., declined by 35% to 40% in 2020 compared to the 5-year mean value from these areas) during the first two years of the pandemic. Compared to the sharp decline in NO2 emissions in 2020, the atmospheric NO2 levels in 2021 started to recover, but are still below the mean values in pre-pandemic time. For some sites, the pre-pandemic NO2 local morning rush hour peak has still not returned in 2021, indicating a change in local traffic and commuter patterns. The long-term (12 years) surface air quality record shows a statistically significant decline in NO2 with and without April to September 2020 observations (trend of −4.1%/yr and −3.9%/yr, respectively). Even considering this long-term negative trend in NO2, the observed NO2 reduction (from both Pandora and in situ) in the early stage of the pandemic is still statistically significant. By implementing the new wind-based validation method, the high-resolution satellite instrument (TROPOMI) can also capture the local NO2 emission pattern changes to a good level of agreement with the ground-based observations. The bias between ground-based and satellite observations during the pandemic was found to have a positive shift (5–12%) than the bias during the pre-pandemic period.

Changing Air Quality and the Ozone Weekend Effect during the COVID-19 Pandemic in Toronto, Ontario, Canada

Air pollutants, NO, NO2, and O3, were examined from April to June 2020 and compared to a 10-year (2010–2019) climatology of these pollutants for two monitoring sites in Toronto, Ontario, Canada, coinciding with local lockdown measures during the first wave of the COVID-19 pandemic. NO and NO2 values were lower than any of the preceding 10 years at the two Toronto sites for both weekdays and weekends. Ozone concentrations did not have a corresponding decrease and in fact increased for weekdays, similar to other parts of the world. The well-documented ozone weekend effect was considerably muted during the morning rush hour throughout this pandemic period. A Fisher exact test on hourly averaged data revealed statistically significant record hourly minimums for NO and NO2, but this was not found for ozone, consistent with the aggregate ranking results. These findings are likely the result of considerably reduced vehicular traffic during this time and ozone chemistry in a NOx-saturated (VOC limited) environment. This has important implications for ozone abatement strategies.

Learning from the COVID-19 lockdown in berlin: Observations and modelling to support understanding policies to reduce NO2

Urban air pollution is a substantial threat to human health. Traffic emissions remain a large contributor to air pollution in urban areas. The mobility restrictions put in place in response to the COVID-19 pandemic provided a large-scale real-world experiment that allows for the evaluation of changes in traffic emissions and the corresponding changes in air quality. Here we use observational data, as well as modelling, to analyse changes in nitrogen dioxide, ozone, and particulate matter resulting from the COVID-19 restrictions at the height of the lockdown period in Spring of 2020. Accounting for the influence of meteorology on air quality, we found that reduction of ca. 30-50 % in traffic counts, dominated by changes in passenger cars, corresponded to reductions in median observed nitrogen dioxide concentrations of ca. 40 % (traffic and urban background locations) and a ca. 22 % increase in ozone (urban background locations) during weekdays. Lesser reductions in nitrogen dioxide concentrations were observed at urban background stations at weekends, and no change in ozone was observed. The modelled reductions in median nitrogen dioxide at urban background locations were smaller than the observed reductions and the change was not significant. The model results showed no significant change in ozone on weekdays or weekends. The lack of a simulated weekday/weekend effect is consistent with previous work suggesting that NOx emissions from traffic could be significantly underestimated in European cities by models. These results indicate the potential for improvements in air quality due to policies for reducing traffic, along with the scale of reductions that would be needed to result in meaningful changes in air quality if a transition to sustainable mobility is to be seriously considered. They also confirm once more the highly relevant role of traffic for air quality in urban areas.

Ozone weekend effect in cities: Deep insights for urban air pollution control

Studying weekend-weekday variation in ground-level ozone (O₃) allows one to better understand O₃ formation conditions, with a potential for developing effective strategies for O₃ control. Reducing inappropriately the O₃ precursors emissions can either produce no reduction or increase surface O₃ concentrations. This paper analyzes the weekend-weekday differences of O₃ at 300 rural and 808 urban background stations worldwide from 2005 to 2014, in order to investigate the O₃ weekend effect over time and assess the effectiveness of the precursors emissions control policies for reducing O₃ levels. Data were analyzed with the non-parametric Mann-Kendall test and Theil-Sen estimator. Rural sites typically did not experience a weekend-weekday effect. In all urban stations, the mean O₃ concentration on the weekend was 12% higher than on weekdays. Between 2005 and 2014, the annual mean of daily O₃ concentrations increased at 74% of urban sites worldwide (+ 0.41 ppb year^-1) and decreased in the United Kingdom (- 0.18 ppb year^-1). Over this time period, emissions of O₃ precursors declined significantly. However, a greater decline in nitrogen oxides (NO_x) emissions caused an increase in Volatile Organic Compounds (VOCs) to NO_x ratios leading to O₃ formation. In France, South Korea and the United Kingdom, most urban stations showed a significant upward trend (+ 1.15% per year) for O₃ weekend effect. Conversely, in Canada, Germany, Japan, Italy and the United States, the O₃ weekend effect showed a significant downward trend (- 0.26% per year). Further or inappropriate control of anthropogenic emissions in Canada, Southern Europe, Japan, South Korea and the United States might result in increased daily O₃ levels in urban areas.

Impact of VOCs and NOx on Ozone Formation in Moscow

Volatile organic compounds (VOCs), ozone (O3), nitrogen oxides (NOx), carbon monoxide (CO), meteorological parameters, and total non-methane hydrocarbons (NMHC) were analyzed from simultaneous measurements at the MSU-IAP (Moscow State University—Institute of Atmospheric Physics) observational site in Moscow from 2011–2013. Seasonal and diurnal variability of the compounds was studied. The highest O3 concentration in Moscow was observed in the summer daytime periods in anticyclonic meteorological conditions under poor ventilation of the atmospheric boundary layer and high temperatures (up to 105 ppbv or 210 μg/m3). In contrast, NOx, CO, and benzene decreased from 8 a.m. to 5–6 p.m. local time (LT). The high positive correlation of daytime O3 with secondary VOCs affirmed an important role of photochemical O3 production in Moscow during the summers of 2011–2013. The summertime average concentrations of the biogenic VOCs isoprene and monoterpenes were observed to be 0.73 ppbv and 0.53 ppbv, respectively. The principal source of anthropogenic VOCs in Moscow was established to be local vehicle emissions. Yet, only about 5% of the observed isoprene was safely attributed to anthropogenic sources, suggesting significant contribution of biogenic sources into the total levels of ozone precursors. The non-linear O3–NOx dependence shows a decrease in ground-level O3 with an increase in NOx during the summers of 2011–2013, which is typical for the VOC-sensitive photochemical regime of O3 formation. Nevertheless, during the elevated ozone episodes in July 2011, the photochemical regime of ozone production was either transitional or NOx-sensitive. Contribution of various anthropogenic and biogenic VOCs into the measured ozone values was evaluated. The ozone-forming potential (OFP) of total VOCs was 31–67 μg/m3 on average and exceeded 100 μg/m3 in the top 10% of high ozone events, reaching 136 μg/m3. Acetaldehyde, 1.3-butadiene, and isoprene have the highest ozone production potential in Moscow compared to that of other measured VOCs.

Amplified ozone pollution in cities during the COVID-19 lockdown

The effect of lockdown due to coronavirus disease (COVID-19) pandemic on air pollution in four Southern European cities (Nice, Rome, Valencia and Turin) and Wuhan (China) was quantified, with a focus on ozone (O₃). Compared to the same period in 2017-2019, the daily O₃ mean concentrations increased at urban stations by 24% in Nice, 14% in Rome, 27% in Turin, 2.4% in Valencia and 36% in Wuhan during the lockdown in 2020. This increase in O₃ concentrations is mainly explained by an unprecedented reduction in NO_x emissions leading to a lower O₃ titration by NO. Strong reductions in NO₂ mean concentrations were observed in all European cities, ~53% at urban stations, comparable to Wuhan (57%), and ~65% at traffic stations. NO declined even further, ~63% at urban stations and ~78% at traffic stations in Europe. Reductions in PM_2.5 and PM₁₀ at urban stations were overall much smaller both in magnitude and relative change in Europe (~8%) than in Wuhan (~42%). The PM reductions due to limiting transportation and fuel combustion in institutional and commercial buildings were partly offset by increases of PM emissions from the activities at home in some of the cities. The NO_x concentrations during the lockdown were on average 49% lower than those at weekends of the previous years in all cities. The lockdown effect on O₃ production was ~10% higher than the weekend effect in Southern Europe and 38% higher in Wuhan, while for PM the lockdown had the same effect as weekends in Southern Europe (~6% of difference). This study highlights the challenge of reducing the formation of secondary pollutants such as O₃ even with strict measures to control primary pollutant emissions. These results are relevant for designing abatement policies of urban pollution.

Deriving nitrogen critical levels and loads based on the responses of acidophytic lichen communities on boreal urban Pinus sylvestris trunks

The deposition of reactive nitrogen (N) compounds currently predominates over sulphur (S) deposition in most of the cities in Europe and North America. Acidophytic lichens growing on tree trunks are known to be sensitive to both N and S deposition. Given that tree species and climatic factors affect the composition of epiphytic lichen communities and modify lichen responses to air pollution, this study focused on the impact of urban air pollution on acidophytes growing on boreal conifer trunks. The study was performed in the Helsinki metropolitan area, southern Finland, where annual mean nitrogen dioxide (NO₂) concentrations range from 4-5μgm^-3 to >50μgm^-3. In addition, background forest sites in southern and northern Finland were included. The results demonstrated elevated N contents (≥0.7%) in Hypogymnia physodes and Platismatia glauca at all the sites where the species occurred. In the Helsinki metropolitan area, a higher frequency of green algae+Scoliociosporum chlorococcum and reduced numerical frequencies of other indicator lichen species (e.g. Pseudevernia furfuracea, Bryoria spp., Usnea spp.) were associated with elevated atmospheric concentrations of NO₂ and particulate matter containing N, as well as elevated concentrations of inorganic N in bark. The N isotope values (δ¹⁵N) of lichens supported the uptake of oxidized N mainly originating from road traffic. Sulphur dioxide (SO₂) also negatively affected the most sensitive species, despite the current low levels (1-4μgm^-3yr^-1). Critical levels of 5μgNO₂m^-3yr^-1 and 0.5μgNH₃m^-3yr^-1, and a critical load of 2-3kgNha^-1yr^-1 are proposed for protecting the diversity of boreal acidophytes. This study calls for measurements of the throughfall of various N fractions in urban forest ecosystems along precipitation and temperature gradients to verify the proposed critical levels and loads.

Real-world vehicle emissions as measured by in situ analysis of exhaust plumes

We conducted a 60-day roadside measurement campaign on a busy street in Münster, Germany, during summer 2016. We used gas and particle concentration measurements with high temporal resolution (10 Hz) to quantify both the emission ratios of nitrogen oxides per carbon dioxide (NO _x /CO₂) for over 70,000 individual exhaust plumes as well as the emission ratios for size-resolved particle numbers per carbon dioxide (d(PN CO₂^-1)/dlogD) for about 10,000 plumes. The real-world fleet passing by the measurement station consisted of passenger cars (85%), buses (5.9%), light duty commercial vehicles (5.7%), trucks (1.7%), and motorcycles (1.6%). The median measured NO _x /CO₂ ratio was 3.33 g kg^-1. The median measured PN/CO₂ emission ratio for particles with diameters between 0.03 and 10 μm was 5.6 × 10¹⁴ kg^-1. We compared our results with the Handbook Emission Factors for Road Transport (HBEFA) and the Euro 5 and Euro 6 emission standards by employing traffic counts, assuming the diesel-to-gasoline ratios of vehicles according to registration statistics, and estimating that stop-and-go traffic occurred 65% of the time. Using a conservative estimate, our median ratios exceeded the HBEFA data by more than 65% for NO _x /CO and by a factor of about 100 for PN/CO_2. Furthermore, our median NO _x emission per kilometer travelled (NO _x  km^-1) exceeded the Euro 5 emission limit for diesel cars by a factor of 3 and exceeded the Euro 6 limit by almost a factor of 7. Additionally, our median particle number emission (PN km^-1) exceeded the Euro 5 and Euro 6 limits of diesel cars by a factor of almost 150. These results confirm the presumption that the emissions of a real-world traffic fleet comprehensively exceed the legal limits. Very likely, the widespread presence of defeat devices in vehicle emission control systems plays a major role in this discrepancy. This has a strong impact on the apparent inability of authorities to comply with the legal limits of the NO₂ concentrations in urban air.